Charge-forming device



KLUSE ET AL Aug. 19 1924.?

I'ILIIII Patented Aug. 19, 1924a t re star crraaen roamrne DEVICE. 1

Application filed. April 10, 1922. Serial No. 551,314.

To all whom it may concern:

Be it known that we, Roy H. KLUss and RAY C. F INCH, citizens of the United States, residing at Spokane, in Spokane County and State of Vvashington, have invented certain new and useful Improvements in, Charge Forming Devices, of which the following is a specification. I

The present lIlYGIll-lOD relates to improvements in charge forming devices for internal combustion engines, adapted especially for use in automobiles, and particularly pertains to means for varying the volume of gaseous fuel supplied to the. engine and adapting the charge to the speed or working condition of therengine. Thus when the engine is idling or not exerting its full power a minimum quantity or comparatively small supply of fuel is furnished, but when an 111- creased power or speed is required the volume of the fuel gasis automatically increased. By the use of the invention we'are enabled to heat a small I volume "or fuel charge as when the'engine' is cold or starting, and also are enabled to proportionately heat the larger volume of fuel suppliedto the engine when the latteris running at high speed. The volume of gaseous 'fuel supplied to the engine is controlled by a sup ply valve, automatically actuated by the volume of gas flowing fro1nthe carbureter to the intake manifold, which valve isunder theinfluence ofsuction from the engine,

In carrying out the invention we utilize, in combination with the :carbureter, a plurality of intake manifolds connected with the cylinders of the engine and a, supply valve, for controlling the flow of'gas through the major or larger intake manifold. And the invention consists in certain novel combinations and arrangements of, partsv hereinafter set forth and claimed.

In the accompanying drawingswe have illustrated one complete example of the physical embodiment of -our invention in whichthe parts are combined and arranged according to the best mode we, have thus far devised for the'practical application of the principles of our invention. i

Figure 1 is a view in side elevation of the charge forming device.

Figure 2 is a top plan view of the'device of Fig. 1. y Y Y Figure 3 is a transverse, vertical, sectional view at line 33 of Figure 2.

I Figure 4 is a vertical longitudinal sec tional view atline H of Figure-3.

Figure 5, is an enlarged vertical sefitional view through the supply alve, casing and smaller intake manifold. I 1 I Figure 6 is an endview, in elevation, of the device of Figure 1.

In order that the assembly and relation of parts may readily be understood we have indicated a portion of an internal combus-v tion engine at 1 in Figure having a usual form of'exhaust manifold through which the heated gases of combustion passv from theengine cylinders, and the, carbureter is indicated at 3. I In the gas pipe 4 of the carbureter'a usual throttle valve-lever is shown, above the carbureterp for performing its usualfunctions. I

Above the gas pipe 4 is imposed a cylindrical valvevcasing 6, which, provided with a top or head 7 bolted thereto anda check valve 8, of the ball type, is threaded through the top of the valve casingor cylinder.

At the lower end of the valve casing an inlet chamber 9 is fashioned, above which is a tapered or conical valve seat 10 for the hollow valve 11. The valve 1s cylindrical and is seated bygravity with its conical head 12, that closes its lower end, resting in the valve seat' 10 of the valve casing. 'Ihe open-top, hollow valve is also furnished with small ports or perforations 13 located near its closed lower end, extending transversely through the wall ofthe valve; and disposed in an annular series around the valve.

At the sides of the valve casing are pro vided diametrically opposed ports 14:, and

it will be noted in Figure 5 thatthe small perforations or ports 13 are located in the valve above the bottom of these ports, "in order that suction from the, working engineumay be exerted on the valve. The

larger or main manifold for introducing the fuelcharge to the engine comprises a pair ofpipes 15. extending laterally from the ports 14: of the valve casing, and havingv angularnipples 15 that connect with the cylinders oftheengine. I I I An auxiliary or smallerintake manifold is also utilized; which includes a casting box 16, located between the valve casing and main manifold and the exhaustmanifold 2 of the engine. Thisauxiliary intake manifold or hollow; casting will be observed extends parallel with the main manifold,

be heated by the hot gases of combustion.

as they pass through the exhaust manifold. The auxiliary manifold receives fuel gas from the inlet chamber 9 through the port 17 atthe center of the auxiliary manifold and the fuel gas passes out of the auxiliary manifold through the nipples 15 to the engine. 7

In starting the engine or runningat low speed, the valve remains on its seat, and

I the charge passes through chamber 9, port 17 and through the laterally extending auxiliary manifold 16, to the intake ports 15, thence into the engine cylinders in usual manner. lVhile running at comparatively low -speed,'the fuel charge passing through auxiliary manifold adjacent to the exhaust manifold, is heated by radiation from the exhaust manifold, the volume of gas being positively controlled by the throttle valve and its lever 5. If the speed of the engine is increased by opening the throttle and increasing the volume of fuel gas supplied to the valve, the increased suction resulting from the action of engine results in lifting the automatic supply valve from its seat. The elevated valve permits fuel gas to pass up through the open valve seat in the casing, and the gas now, in addition to passing through the auxiliary manifold, or low speed manifold, also passes through the main or high speed manifold 15. The heated gas from the auxiliary manifold and thecomparatively cooler gas from the main or high speed manifold are mixed and pass to the engine cylinders through the nipples 15. The volume of gas passing through the high speed manifold increases with the ratio of gas permitted to flow past-the throttle, and when the throttle is wide open the major portion of the fuel charge passes directly through the main or high speed manifold; If the gases consumed in the engine are not providing the proper efficiency for the engine, the suction from the enginefwill be decreased. The decreased suction will permitthe supply valve to automatically drop to close or partially close the ports 14, thus closing or partially closing the main manifold and causing the fuel. gas to pass, in greater volume, through the auxiliary manifold for heating, and in lesser volume through the main manifold. In thismatter the supply of gas is automatically maintained in proper condition, and the volume of gas'flow mg to the engine is automatically governed; the gas is maintained at the proper and desired temperature; and the loss from cold gas is eliminated.

The-rising and" falling movement ,of'the supply valve, under the influence of suction from the engine, thus maintains the supply of gas in accordance with the requirements of the engine. Air within the valve ard' valve casing is exhausted therefrom by 'way of the check valve 8 due to the lifting valve 8 is also instrumental in permitting the supply valve to fall lightly to its seat when suction from the engine is decreased or eliminated.

It is known in practice that the heavier gases, the more moist gases and the gas that.

is inefliciently mixed with air will travel along the outside walls of the manifold pipe while the lighter gases will follow through the center or channel. It is my purpose that these lighter gases when the engine is working under load will be" re ceivcd directly into the cold manifold and that the heavier gases or those carrying moisture or drops of fuel will be automatically separated, or rather directed into and through the auxiliary manifold where it will.

be vaporized before passing into the motor. This is accomplished by having the opening in the conical valve seat 10 smaller in area than that of the manifold pipe, or carbureter outlet, the heavier gases thus striking against the outside of the valve seat and being deflected and passedthrough the auxiliary manifold port 17 and thus through the laterally extended manifold 16 to the intake ports 15, the result being that all particles of fuel received in the engine will be in a high state of combustion and evenly mixed.

In case raw fuel, that is fuel in a liquid state should pass through the main manifold it would be trapped before entering the engine by being received into the auxiliary manifold, for as it flows through the manifold 15 it will pass and be received into the auxiliary manifold 1.6 as this manifold while extremely narrow is enlarged. in area over that of 15 at the point of passage and the will flow into 16 and be vaporized through the action of the heat inthis member. I

From the above description taken in connection with our drawings it will be apparent that we have designed an automatic supply device, or charge forming device which fulfills the purposes and objects heretofore set forth, and which performs its functions in an efficient and reliable manner.

Having thus fully described our invention, what we claim as new and desire to secure by Letters Patent is: The combination with an internal combustion engine including its gas pipe, carbureter, throttle vailveand exhaust manifold,

of a cylindrical valve-casing connected with eating with the casing'loelow said VEllVGj and the gas pipe, a main manifold comprising said auxiliary manifoldcommunicating With 1 downwardly inclined pipes from said casing the main manifold between the engine and connecting said casing and engine, an autocasing.

matic supply valve comprising. a cylinder In testimony whereof We affix our signahaving a closed bottom and perforated side tures. 7

Walls, an exterior auxiliary manifold adja- ROY H. KLUSS,

cent to the exhaust manifold and communil RAY C. FINCH; 

